For safety and for environmental considerations Private Airport Transportation in Sandhurst, most airports are built far away from cities and other residential areas. This poses an issue of traveling to and from the airport. People need transportation to the airfield when they are flying out and need to reach the airfield in time to catch their flight. Likewise, Call A Taxi Service after landing at the airfield from a flight, transport from the airfield to the city is required. Both the issues are solved with private operators operating lax airfield car services.Transportation utilities provide luxury car services to and from the airport.

These are mainly chauffeur driven cars, for which travelers may book reservations online. This facility comes as a great advantage to the commuter. With an online reservation system, the traveler is confident that he will be picked up from his hotel, office or home by a cab and taken to the airport right on-time to catch his flight, the service being guaranteed.Most transportation utilities track national and international flights. Therefore, the commuter may rest assured that the transportation from the aerodrome will be available and waiting for him, even if the flight arrives late into the night.

The traveler no longer has to depend on rented cars and driving them through rush-hour traffic. After the long journey by flight, Orlando Airport Transfers he could take the luxurious, relaxing ride to his hotel, home or office.They have professional chauffeurs who have been trained to accommodate customer needs. They possess the required expertise and knowledge to conduct the traveler to and from the destination. They know the city roads like the back of their hands and can help the traveler reach his destination on time, even if the normal city roads are choked with traffic.

The Airport Car Services - Reliable Transportation

Airport car service providers value the relationship with their customers and strive to maintain the required professionalism that is expected from such executive luxury service. These smart luxury car services are hard to forget once their utility has been realized.

Private Airport Transportation in Sandhurst ?

(Redirected from Hillsbus)

ComfortDelGro Australia (CDC) is a major Australian operator of commuter buses. It is the second-largest commuter bus operator in New South Wales, and the third-largest commuter bus operator in Victoria. The company was founded in October 2005 as ComfortDelGro Cabcharge, a joint venture between Singapore-based ComfortDelGro (51%) and Australian-based Cabcharge (49%). In February 2017, Cabcharge sold its stake to ComfortDelGro.

CDC operates services as part of the New South Wales metropolitan bus system under the Hillsbus, Hunter Valley Buses and Blue Mountains Transit brands. In regional New South Wales (Queanbeyan and Yass), CDC operates under the Qcity Transit and Transborder Express brands. In Victoria, CDC operates CDC Ballarat, CDC Geelong and CDC Melbourne.

CDC also has operations outside Australia. In the United Kingdom, CDC owns and operates as CityFleet which operates coach services in London under the Westbus banner and taxi services in a number of cities.

Former ComfortDelGro Cabcharge logo

The joint venture was established in October 2005 to purchase loss-making Westbus (Australia & UK), Hillsbus and Hunter Valley Buses from National Express and the Bosnjak family.[1] The company traces its origins to 1955, when the Bosnjak family established a bus company in Edensor Park.

In 1986, Westbus commenced operating in England with the purchase of ADP Travel Services, Hounslow and Swinards Coaches, Ashford.[2][3] This was later acquired by Armchair Passenger Transport who were in turn purchased in 2004 by ComfortDelGro.[4]

In August 2006 the routes of Baxter's Bus Lines were purchased by and absorbed into Westbus operations.[5][6]

Morisset Bus Service, Sugar Valley Coachlines and Toronto Bus Service were purchased in August 2007 and absorbed into Hunter Valley Buses.[7] In June 2008 a bus charter division was established under the Charter Plus name.

Kefford Corporation in Victoria was purchased in November 2008.[8] The group was renamed CDC Victoria, but the names of the bus companies within the group were retained. The CDC brand was rolled out in 2014.

In September 2012 Deane's Transit Group comprising Deane's Buslines (renamed as Qcity Transit) and Transborder Express in southern New South Wales were purchased.[9][10] In August 2014, CDC purchased Blue Mountains Bus Company, which was subsequently renamed Blue Mountains Transit in December 2014.[11]

In December 2016 ComfortDelgro announced it had agreed to purchase Cabcharge's 49% stake.[12][13] The sale was completed on 16 February 2017 after Foreign Investment Review Board approval was granted.[14]

Westbus was established in 1955 by the Bosnjak family. Trading as Bosnjak's Bus Service, it operated a fleet of five buses on a route connecting the Sydney suburbs of Canley Vale and Edensor Park.

Bosnjak's purchased a number of bus companies:[15]

All companies began to trade as Westbus in October 1984.[20]

In 1985 the coach business of Rowe's was purchased. A fleet of Volvo B10M coaches were purchased and based at Northmead. Following the purchase of Calabro's in June 1989 both fleets moved to Alexandria and later Arncliffe. The operation ceased in the early 2000s.

In May 1999, British coach operator National Express took a 57% shareholding in Westbus as part of its purchase of National Bus Company.[21] Members of the founding Bosnjak family continued to hold the remaining shares.

In December 2004, Westbus' Northmead and Seven Hills operations were merged with those of the newly acquired Glenorie Bus Company under the Hillsbus brand.

With debts of $90 million and National Express unwilling to provide further funding, in January 2005 the company was placed into voluntary administration. Westbus's problems threatened a major disruption to Sydney's transport network: the company ranked second only to government-owned Sydney Buses in the commuter bus industry. The company was acquired by ComfortDelGro Cabcharge in October 2005. The new owners pledged to honour the company's contractual obligations to customers and staff.[22] The change of ownership saw the company exchange one politically well-connected shareholder, the Bosnjak family,[23] for another, Cabcharge's Reg Kermode.

In August 2006 the routes of Baxter's Bus Lines were purchased by and absorbed into Westbus Region 3 operations.[5][6] Also included in the sale were Baxter's Girraween depot and some of its bus fleet.

From 2005 Westbus' services were part of Sydney Bus Regions 1 and 3.[24][25] In 2012, these regions were put out to tender by Transport for New South Wales. Westbus' bids to retain both regions were not successful, with the Region 1 services operating out of St Marys and Windsor passing to Busways, while the Region 3 services operated by Bonnyrigg and Girraween passing to Transit Systems Sydney, both in October 2013.[26][27][28]

Westbus operated services (as of 2013) in the following areas:

Westbus operated these services prior to their rebranding to Hillsbus in December 2004:

A long time Bedford and Leyland buyer, after briefly manufacturing its own Bosnjak JBJ chassis in the late 1970s, Westbus moved to the Volvo B10M purchasing over 160 as buses and 12 as coaches in the 1980s.[18] It later purchased Mercedes-Benz O405 and Scanias.

As at May 2013 Westbus operated 289 buses across four depots in Bonnyrigg and Girraween for Region 3 and St Marys and Windsor for Region 1.[5] Upon formation in 1983 Westbus adopted a cream and red livery, which was adopted by National Bus Company in 1993. This was simplified in the early 2000s to plain yellow. In 2010 the Transport for New South Wales white and blue livery began to be applied in line with contractual obligations.

In 1996 Westbus established a separate Hillsbus brand to run express services from the Hills District to the Sydney CBD and North Sydney, initially via the Anzac Bridge and from 1997 via the M2 Hills Motorway.[29] However the Hillsbus brand seemed to have disappeared by the 2000s as these services were classified as Westbus rather than Hillsbus in early versions of the Westbus website.[30] These Westbus services, however, are still referred to by Westbus as "Hills City Express".[31]

On 11 February 2002, Hillsbus was recreated as a joint venture between Westbus and National Express' newly acquired Glenorie Bus Company, and introduced a new bus route 642 under the Hillsbus brand.[32] This service linked Dural and the City via the M2 and was therefore known as a "M2 City" express service. On 8 July the same year, Hillsbus introduced three more M2 City routes 650, 652 and 654.[33][34] According to the Hillsbus timetables, these Hillsbus services were operated by Glenorie,[35] even though neither Westbus nor Glenorie buses were used.[33][36]

In December 2004, all Westbus routes operating out of Northmead and Seven Hills depots, as well as the rest of Glenorie Bus Company, were rebranded Hillsbus.[37] At the same time, Hillsbus took over the operation of Harris Park Transport routes 620 - 630, following the latter ceasing operation. The services were transferred from Hillsbus to Sydney Buses on 28 January 2005.[38] On 25 September 2005, after the purchase of Hillsbus by ComfortDelgro Cabcharge, routes 620, 625, 626, 627 and 630 were transferred back to Hillsbus.[39]

Despite the rebranding to Hillsbus, the new Hillsbus website was only launched in January 2006, about a year after the rebranding.[40] The delay could be related to the debt of Westbus and was only resolved after the sale of Westbus and Hillsbus to CDC. After the launch of the new website, it still did not show any timetables of the former Glenorie-operated timetables until May/June 2006, and during this period, customers were asked to check the Glenorie website instead.[41]

When the Parramatta - Rouse Hill section of the North-West T-way opened on 10 March 2007, routes 730 (renumbered T63) and 735 (renumbered 616, now 616X) were transferred from Busways to Hillsbus with route 718 transferred from Hillsbus to Busways.[42]

Since 2005 Hillsbus' services have formed Sydney Bus Region 4.[43] In August 2013 Hillsbus successfully tendered to operate the Region 4 services for another five years from August 2014.[44][45]

On 30 June 2014, the Opal card was rolled out on all of Hillsbus' NightRide and Region 4 routes (including school services).[46][47]

Hillsbus operates the following services:

As at November 2014, Hillsbus operated 549 buses across four depots Seven Hills, Foundry Road (Seven Hills), Dural and Northmead.[5] Upon formation Hillsbus adopted Westbus' cream and red livery. This was simplified in the early 2000s to plain yellow. In 2010 the Transport for New South Wales white and blue livery began to be applied.

Hunter Valley Buses provides commuter bus, school bus, coach and charter services in the Hunter Region of New South Wales.

The group's origins can be traced back to 1926 when Amos Fogg founded the operation. Having taken control of Hunter Valley Coaches, Maitland and purchased Linsley Brothers, Wallsend along with their Raymond Terrace routes, all were rebranded as Blue Ribbon. In October 1989 Fellowes Bus Service, Swansea was purchased followed by Singleton Bus Service in March 1992.[18][48]

In December 1993, most of the coach operations were sold to Sid Fogg's in exchange for some route services.[49] In 1999 the Maitland, Wallsend and Raymond Terrace depots were consolidated at a new site in Thornton. In February 2000 Blue Ribbon was sold to National Bus Company with 162 buses and coaches.[50] In October 2005 Blue Ribbon was purchased by ComfortDelGro Cabcharge and rebranded as Hunter Valley Buses.

In August 2007, Morisset Bus Service, Sugar Valley Coachlines and Toronto Bus Service were purchased from Robert Hertogs and consolidated into the Hunter Valley Buses operation.[7]

As at November 2014, Hunter Valley Buses operated 297 buses and coaches across five depots.[5] Upon formation Blue Ribbon adopted a livery of two blues for its route service buses and coaches and white and blue for school buses. Upon being rebranded as Hunter Valley Buses the same allover yellow scheme as used by Hillsbus and Westbus was adopted. In 2010 the Transport for New South Wales white and blue livery began to be applied.

Charterplus is CDC's bus charter division for its Sydney operations. Initially established to centralise the charter operations between the Hillsbus depots, this was expanded to the Westbus depots in 2009. It organises charters for the CDC group, CDC rail bus workings, as well as CDC's special event commitments. Originally based at Bonnyrigg, all Charterplus vehicles are now based at the St Marys depot.

As at November 2014, Charterplus operated 37 buses transferred from both the New South Wales and Victorian operations.[5]

In August 2014, CDC purchased Blue Mountains Bus Company with 101 buses.[11][52] It operates depots in Emu Plains, Leura and Valley Heights.[53] Founded in 1951 as Pearce Omnibus, it operated services in the lower Blue Mountains. In 1999, it expanded with the purchase of Katoomba-Leura Bus Service, followed in 2002 by Blue Mountains Bus Co. On 1 December 2014, CDC formally took over the operations of Blue Mountains Bus Company and rebranded it as Blue Mountains Transit.

Westrans Volgren bodied Volvo B7L at Sunshine station in December 2013

In November 2008, ComfortDelGro Cabcharge purchased Victorian bus operator Kefford Corporation[8] with its fleet of 328 buses and six depots. Kefford was the fourth largest bus operator in Victoria, with a market share of 16%. The fleets retain their individual identities and liveries with small CDC Victoria markings. In July 2013 the route operations of the Driver Group were purchased and integrated into the Eastrans brand.[54][55][56]

On 14 July 2014, CDC Victoria launched a new website for its four Victorian subsidiaries: Westrans, Eastrans, Benders Busways and Davis Bus Lines. Benders Busways was renamed as CDC Geelong and Davis Bus Lines to CDC Ballarat.[57] Soon after, Westrans and Eastrans were rebranded as CDC Melbourne.

CDC's Victorian subsidiaries are:

As at October 2014, CDC Victoria had six depots and operated 446 buses.[58]

In September 2012, CDC purchased Deane's Transit Group which comprised Deane's Buslines which operates local services in Queanbeyan and into Canberra, and Transborder Express which runs services between Yass, Murrumbateman, Hall and Canberra. Both brands also operate school services within their service region. On 8 July 2013, Deane's Buslines was rebranded as Qcity Transit.

As at November 2014, the combined Qcity Transit and Transborder Express fleet consisted of 104 buses.[59]

In the United Kingdom, CityFleet is the umbrella company for CDC's operations in the United Kingdom.[60][61]

CityFleet operates:

In 1986, Westbus commenced operating in England with the purchase of ADP Travel Services, Hounslow and Swinards Coaches, Ashford by the Bosnjak family.[2][3] However, the Westbus UK company operates independently from the Westbus in Australia, despite bearing the latter's name, old logo and livery. It was sold to Armchair Passenger Transport, being reacquired when the latter was purchased by ComfortDelGro in November 2004 and absorbed into Westbus UK operations in November 2006.[3][62][63]

CityFleet operates taxi account, booking and dispatch services in Aberdeen, Birmingham, Edinburgh, Liverpool and London, under the names of ComCab or Comfort Executive.[63][64]

Space Shuttle

Free public transport, often called fare free public transit or zero-fare public transport, refers to public transport funded in full by means other than collecting fares from passengers. It may be funded by national, regional or local government through taxation or by commercial sponsorship by businesses. The concept of "free-ness" is one that may take other forms, such as no-fare access via a card which may or may not be paid in its entirety by the user.

Tallinn, capital city of Estonia with more than 420,000 inhabitants, and several mid-size European cities and many smaller towns around the world have converted their public transportation networks to zero-fare. The city of Hasselt in Belgium is a notable example: fares were abolished in 1997 and ridership was as much as "13 times higher" by 2006.[1]

See list below.

Local zero-fare shuttles or inner-city loops are far more common than citywide systems. They often use buses or trams. These may be set up by a city government to ease bottlenecks or fill short gaps in the transport network.

See List of free public transport routes for a list of zero-fare routes within wider (fare-paying) networks

Zero-fare transport is often operated as part of the services offered within a public facility, such as a hospital or university campus shuttle or an airport inter-terminal shuttle.

Some zero-fare services may be built to avoid the need for large transport construction. Port cities where shipping would require very high bridges might provide zero-fare ferries instead. These are free at the point of use, just as the use of a bridge might have been. Machinery installed within a building or shopping centre can be seen as 'zero-fare transport': elevators, escalators and moving sidewalks are often provided by property owners and funded through the sales of goods and services. Community bicycle programs, providing free bicycles for short-term public use could be thought of as zero-fare transport.

A common example of zero-fare transport is student transport, where students travelling to or from school do not need to pay. A notable example is the University of Wisconsin-Stevens Point, which provides much of the funding to operate the Stevens Point Transit system. All students at the university can use any of the four citywide campus routes and the other four bus routes throughout the city free of charge. The university also funds two late night bus routes to serve the downtown free of charge with a goal of cutting down drunk driving.

In some regions transport is free because the revenues are lower that expenses from fare collection is already partially paid by government or company or service (for example BMO railway road in Moscow, most part of is used to as service transport and officially pick up passengers).

Many large amusement parks will have trams servicing large parking lots or distant areas. Disneyland in Anaheim, California, runs a tram from its entrance, across the parking lot, and across the street to its hotel as well as the bus stop for Orange County and Los Angeles local transit buses. Six Flags Magic Mountain in Valencia, California, provides tram service throughout its parking lot.

Dubai in the UAE, has just announced it will offer free bus services for a short period of time and it will only be on some days [2]

Transport operators can benefit from faster boarding and shorter dwell times, allowing faster timetabling of services. Although some of these benefits can be achieved in other ways, such as off-vehicle ticket sales and modern types of electronic fare collection, zero-fare transport avoids equipment and personnel costs.

Passenger aggression may be reduced. In 2008 bus drivers of Société des Transports Automobiles (STA) in Essonne held strikes demanding zero-fare transport for this reason. They claim that 90% of the aggression is related to refusal to pay the fare.[3]

Some zero-fare transport services are funded by private businesses (such as the merchants in a shopping mall) in the hope that doing so will increase sales or other revenue from increased foot traffic or ease of travel. Employers often operate free shuttles as a benefit to their employees, or as part of a congestion mitigation agreement with a local government.

Zero-fare transport can make the system more accessible and fair for low-income residents. Other benefits are the same as those attributed to public transport generally:

Global benefits of zero-fare transport are also the same as those attributed to public transport generally. If use of personal cars is discouraged, zero-fare public transport could mitigate the problems of global warming and oil depletion.

Several large U.S. municipalities have attempted zero-fare systems, but many of these implementations have been judged unsuccessful by policy-makers. A 2002 National Center for Transportation Research report suggests that, while transit ridership does tend to increase, there are also some disadvantages:[4]

This U.S. report suggests that, while ridership does increase overall, the goal of enticing drivers to take transit instead of driving is not necessarily met: because fare-free systems tend to attract a certain number of "problem riders", zero-fare systems may have the unintended effect of convincing some 'premium' riders to go back to driving their cars. It should be kept in mind that this was a study that only looked at U.S. cities, and the author's conclusions may be less applicable in other countries that have better social safety nets and less crime than the large U.S. cities studied.[4]

For local and/or limited services, see List of free public transport routes

Free public transport creates the perception of a no-cost service, just as car drivers commonly perceive no cost to deciding to take their car somewhere. The catch of the car-based system is that the car trip is not in fact free, but it is generally perceived as such.

Likewise, this perception of freeness is important for public transport, which is far more environmentally and resource efficient than own-car travel – which means in this case that full access to the system need not be altogether “free” for its users but that from a financial perspective it becomes (a) front-loaded and (b) affordable. The invariable fact of life of delivering any public service is that the money to do so must come from somewhere – and of “free” public transport that once the user has entered into some kind of “contract” with her or his city – for example a monthly or annual transit pass that opens up the public system to unlimited use for those who pay for it. Now, how they pay and how much will be part of the overall political/economic package (“contract”) of their community. In cities that offer such passes – as is the case to take but one example in most cities in France that since the mid-seventies have had their own Carte Orange – the remainder of the funds needed to pay for these services comes from other sources (mainly in this case from employers, local government).

Social-justice advocacy groups, such as the Swedish network Planka.nu, see zero-fare public transport as an effort in the redistribution of wealth.[40] It is also argued that transportation to and from work is a necessary part of the work day, and is essential to the employer in the managing of work hours. It is thus argued that financing of public transportation should fall to employers rather than private citizens.[41]